In spite of the debacle that UPA-1’s ambitious tribal empowerment scheme of training tribals for working in the aviation sector turned into in Maharashtra — only three out of 100 trainees got placed with airlines — the State government has decided to pull the scheme out of cold storage.
Only, this time around tribal organizations are clear on their decision to not avail of the opportunity.
Tribal leaders who met Governor K Shankarnarayanan two days ago requested him that instead of reviving the aviation and hospitality sector training for tribal boys and girls, the State government should immediately implement a government resolution (GR) passed in 2011 that focuses on providing better facilities to those living in tribal hostels.
Ravindra Talpe, secretary, Natural Resources Conservators Organization (NACO) and Sitaram Joshi, president, Adivasi Samaj Kruti Samiti who met Shankarnaryanan said training for more ‘practical’ careers like clerks and officers would be welcome.
Speaking to Mirror, Talpe said, “We demand an audit of the earlier scheme. How many girls were employed by the airlines? How many of them are working currently? These are the questions which need to be answered before money is spent on the new scheme.”
Talpe and Joshi pointed out that the tribal girls come from rural areas and are not proficient in English, which is a basic requirement laid down by airlines. “In the name of training, the girls are taught skills that are unsuitable for jobs in other sectors, rendering them unemployable. Same is the case with boys trained as cabin crew,” Talpe said.
Joshi added: “The girls from Dhule and Nandurbar were brought to Pune and trained in institutes like AHA, but they didn’t get jobs. Now, the government is planning to train them in several district headquarters.
How can the girls trained in smaller cities be suitable for jobs that those who trained in Pune didn’t get? Besides, staying in cities leads to expenses. As this would be a special course, the tribal students wouldn’t be eligible for concessions. How will they survive?”.
Both leaders demanded that the Tribal Welfare Department should instead provide facilities like study centres to Scheduled Tribe (ST) students so that they become employable.
In 2006-07, 97 tribal girls and three boys were selected from remote tribal areas of the state and brought to Pune to be trained in aviation, travel and hospitality sectors. The special course was initiated by the Congress-led Central government with a budget of Rs one lakh per student.
But when they finished their training, there were no jobs offered to them by the industry. In fact, Babanrao Pachpute, then State minister for tribal development blamed the students’ shortcomings for the situation.
Among other reasons, Pachpute had said they lacked “physical assets”, while the State Commissioner for tribal affairs had said the competition was too much for them given their tribal background. Pachpute had said the trainees were not physically appealing and their accented English was not good for communicating with others while on the job.
This time, in the Cabinet decision taken four days ago, the State government will be setting aside the same amount of Rs one lakh per student for 100 students, but the training would be imparted in Thane, Pune, Nashik, Aurangabad and Nagpur. Their needs of accommodation, food, uniforms and study material would be covered. They would also be helped with placement, post-training.
When it was pointed out that the Centre had dumped the scheme three years ago, the current State minister for Tribal development, Rajendra Gavit, said, “The concerns of the tribal organisations are true to an extent.
The last time, the scheme was not successful for several reasons. Only three girls got jobs, while none of the boys did. This time, we are looking at removing whatever shortfalls that scheme had had. We will try to train the girls at renowned institutes and we will help them get jobs.”
Monday, August 27, 2012
Arrow Falcon OH-58C, Del Rio Aviation Inc., N503DR: Accident occurred August 27, 2012 in Escalon, California
NTSB Identification: WPR12LA371
14 CFR Part 137: Agricultural
Accident occurred Monday, August 27, 2012 in Escalon, CA
Probable Cause Approval Date: 06/11/2014
Aircraft: ARROW FALCON EXPORTERS INC OH58, registration: N503DR
Injuries: 1 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot was finishing an agricultural application to an orchard when a witness observed the helicopter enter a steep right bank and then descend into the orchard. The helicopter was found lying on its right side, and several trees near the wreckage were damaged. The pilot could not recall the circumstances of the accident. A postaccident examination of the airframe and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. It is likely that, during the application, the pilot did not maintain sufficient clearance from the trees, which resulted in a collision with the trees, loss of control, and subsequent impact with the ground.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to maintain clearance from trees during a low-altitude agricultural application, which resulted in a loss of control and impact with the ground.
HISTORY OF THE FLIGHT
On August 27, 2012, at 0803 Pacific daylight time, an Arrow Falcon Exporters Inc OH-58C, N503DR, crashed in an almond orchard near Escalon, California. Del Rio Aviation, Inc., operated the helicopter under the provisions of Title 14 Code of Federal Regulations Part 137. The commercial pilot was seriously injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.
The pilot had flown a 30-minute flight from his base to the almond orchard, where the helicopter's hoppers were loaded with 80 gallons of application product from a mixing truck located near the orchard. The truck driver stated to the sheriff that it appeared that the pilot was just about done with the load of chemicals when he observed the helicopter about a mile away. The helicopter banked up to the right at an angle that appeared to be steeper than normal, then it disappeared and never reappeared. The driver went to the location where he last saw the helicopter and found it crashed in the almond orchard. There was no post accident fire.
The pilot stated in the NTSB Form 6120 Pilot Aircraft Accident Report that he had no memory of the accident.
PERSONNEL INFORMATION
The pilot, age 71, held commercial pilot certificates for airplane single engine and multiengine land, airplane single engine sea, instrument airplane, and rotorcraft-helicopter issued January 15, 2007. He held a second-class medical certificate with the limitation that he must have available glasses for near vision, issued January 12, 2012. The pilot reported that he had 15,653 hours of total flight time, and 11,075 hours flying helicopters in agricultural application.
AIRCRAFT INFORMATION
The conventionally configured helicopter, serial number 71-20679, was manufactured in 1971. It was powered by a Rolls Royce T63-A-720 turboshaft engine rated at 420 horsepower. The operator reported that the most recent annual inspection was completed on July 18, 2012, at a total airframe time of 6,429.2 hours. Engine total time was 4,318.3 hours. The most recent 100-hour inspection was completed on August 26, 2012, at a total aircraft time of 7,019.3 hours.
An Arrow Falcon Exporters Inc, Model 3900-OH58 Spray System was installed on the helicopter, Supplemental Type Certificate (STC) SR00268LA. The Model 3900-OH58 Spray System consists of two 70-gallon cylindrical chemical tanks attached by quick disconnect pins on the left- and right-hand side of an "H" frame support that is bolted to the hard points of the landing gear attach fittings. The tanks are connected together through a cross feed tube so that they can be filled from either side by pressure or gravity fill provisions. The chemical is routed through the cross feed tube to a center outlet on the tube to the chemical pump. The center spray boom is 70" long and is mounted at airframe station 22 on the "H" frame support. It has provisions for mounting 12 spray nozzles or down tubes. Each outboard spray boom is connected to the center boom through a connector and to the "H" frame by one each vertical and horizontal strut for support.
WRECKAGE & IMPACT INFORMATION
The main wreckage was located between rows of almond trees laying on its right side. Several almond trees were damaged in the area of the wreckage. The main rotor hub was attached to the mast, both rotor blades had sheared off about 3 feet from the center of the rotor hub. The tail boom was attached and the tail rotor was connected. The right side hopper tank was crushed and the right landing skid had separated from the cross tubes at the attachment points. The hopper cross feed tube was connected to both left and right hopper tanks. The right spray bar was bent and collapsed under the helicopter, the left spray bar remained in place. The sheriff reported that on-scene he could detect the odor of agricultural application chemical and jet fuel.
A Federal Aviation Administration (FAA) inspector examined the helicopter on-scene. He reported that the tail rotor and engine to transmission drive shafts had separated in shear. The tail rotor gearbox rotated freely and no metal chips were identified on the gearbox chip detector. The engine oil level was full, and the lower chip detector was free of metal chips. He traced the control system and established control continuity.
No mechanical malfunctions or failures were found that would have precluded the normal operation of the helicopter.
http://registry.faa.gov/N503DR
NTSB Identification: WPR12LA371
14 CFR Part 137: Agricultural
Accident occurred Monday, August 27, 2012 in Escalon, CA
Aircraft: Arrow Falcon Exporters Inc OH58, registration: N503DR
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On August 27, 2012, at 0803 Pacific daylight time, an Arrow Falcon Exporters Inc OH-58C, N503DR, crashed in an almond orchard shortly after takeoff near Escalon, California. Del Rio Aviation, Inc., operated the helicopter under the provisions of Title 14 Code of Federal Regulations Part 137. The commercial pilot was seriously injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.
The pilot was conducting the first aerial application of the day, and had flown a 30-minute flight from his base to the almond orchard. The helicopter was loaded with application product from a mixing truck located near the almond orchard being sprayed. The mixing truck driver stated that the helicopter took off, and as it was departing, it rolled hard to the right and impacted terrain. There was no post accident fire.
A crop duster helicopter crashed in a rural part of Escalon on Monday morning, officials said.
ESCALON, Calif. (KCRA) — A crop duster helicopter crashed in a rural part of Escalon on Monday morning, officials said.
The San Joaquin Sheriff’s Department said the pilot, Bill Cavanaugh, was taken to San Joaquin General Hospital with injuries that are not considered life-threatening.
The helicopter went down near East Lone Tree Road.
"You know the risks when you are flying a helicopter and airplanes for the Ag community. It's dangerous," said the pilot's son, Rick Cavanaugh, who went out to the scene to make sure no pesticides were released.
"My dad has more than 20,000 hours of flying. He was in an accident before that left him in critical condition for more than nine weeks," Cavanaugh said.
At this time, officials do not know what caused the helicopter to crash.
Authorities with the Federal Aviation Administration will assist in the investigation.
ESCALON, Calif. — Authorities say a 71-year-old pilot was hospitalized with minor injuries when his crop-duster helicopter crashed in a Central Valley orchard.
The Modesto Bee reports (http://bit.ly/U75K7d ) the helicopter went down about 8 a.m. Monday near Escalon, a community surrounded by farmland about 70 miles southeast of Sacramento.
The pilot was identified as Bill Cavanaugh by his son, Rick. The younger Cavanaugh told Sacramento television station KCRA that his father had logged more than 20,000 hours of flying.
The crash is under investigation.
14 CFR Part 137: Agricultural
Accident occurred Monday, August 27, 2012 in Escalon, CA
Probable Cause Approval Date: 06/11/2014
Aircraft: ARROW FALCON EXPORTERS INC OH58, registration: N503DR
Injuries: 1 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot was finishing an agricultural application to an orchard when a witness observed the helicopter enter a steep right bank and then descend into the orchard. The helicopter was found lying on its right side, and several trees near the wreckage were damaged. The pilot could not recall the circumstances of the accident. A postaccident examination of the airframe and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. It is likely that, during the application, the pilot did not maintain sufficient clearance from the trees, which resulted in a collision with the trees, loss of control, and subsequent impact with the ground.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to maintain clearance from trees during a low-altitude agricultural application, which resulted in a loss of control and impact with the ground.
HISTORY OF THE FLIGHT
On August 27, 2012, at 0803 Pacific daylight time, an Arrow Falcon Exporters Inc OH-58C, N503DR, crashed in an almond orchard near Escalon, California. Del Rio Aviation, Inc., operated the helicopter under the provisions of Title 14 Code of Federal Regulations Part 137. The commercial pilot was seriously injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.
The pilot had flown a 30-minute flight from his base to the almond orchard, where the helicopter's hoppers were loaded with 80 gallons of application product from a mixing truck located near the orchard. The truck driver stated to the sheriff that it appeared that the pilot was just about done with the load of chemicals when he observed the helicopter about a mile away. The helicopter banked up to the right at an angle that appeared to be steeper than normal, then it disappeared and never reappeared. The driver went to the location where he last saw the helicopter and found it crashed in the almond orchard. There was no post accident fire.
The pilot stated in the NTSB Form 6120 Pilot Aircraft Accident Report that he had no memory of the accident.
PERSONNEL INFORMATION
The pilot, age 71, held commercial pilot certificates for airplane single engine and multiengine land, airplane single engine sea, instrument airplane, and rotorcraft-helicopter issued January 15, 2007. He held a second-class medical certificate with the limitation that he must have available glasses for near vision, issued January 12, 2012. The pilot reported that he had 15,653 hours of total flight time, and 11,075 hours flying helicopters in agricultural application.
AIRCRAFT INFORMATION
The conventionally configured helicopter, serial number 71-20679, was manufactured in 1971. It was powered by a Rolls Royce T63-A-720 turboshaft engine rated at 420 horsepower. The operator reported that the most recent annual inspection was completed on July 18, 2012, at a total airframe time of 6,429.2 hours. Engine total time was 4,318.3 hours. The most recent 100-hour inspection was completed on August 26, 2012, at a total aircraft time of 7,019.3 hours.
An Arrow Falcon Exporters Inc, Model 3900-OH58 Spray System was installed on the helicopter, Supplemental Type Certificate (STC) SR00268LA. The Model 3900-OH58 Spray System consists of two 70-gallon cylindrical chemical tanks attached by quick disconnect pins on the left- and right-hand side of an "H" frame support that is bolted to the hard points of the landing gear attach fittings. The tanks are connected together through a cross feed tube so that they can be filled from either side by pressure or gravity fill provisions. The chemical is routed through the cross feed tube to a center outlet on the tube to the chemical pump. The center spray boom is 70" long and is mounted at airframe station 22 on the "H" frame support. It has provisions for mounting 12 spray nozzles or down tubes. Each outboard spray boom is connected to the center boom through a connector and to the "H" frame by one each vertical and horizontal strut for support.
WRECKAGE & IMPACT INFORMATION
The main wreckage was located between rows of almond trees laying on its right side. Several almond trees were damaged in the area of the wreckage. The main rotor hub was attached to the mast, both rotor blades had sheared off about 3 feet from the center of the rotor hub. The tail boom was attached and the tail rotor was connected. The right side hopper tank was crushed and the right landing skid had separated from the cross tubes at the attachment points. The hopper cross feed tube was connected to both left and right hopper tanks. The right spray bar was bent and collapsed under the helicopter, the left spray bar remained in place. The sheriff reported that on-scene he could detect the odor of agricultural application chemical and jet fuel.
A Federal Aviation Administration (FAA) inspector examined the helicopter on-scene. He reported that the tail rotor and engine to transmission drive shafts had separated in shear. The tail rotor gearbox rotated freely and no metal chips were identified on the gearbox chip detector. The engine oil level was full, and the lower chip detector was free of metal chips. He traced the control system and established control continuity.
No mechanical malfunctions or failures were found that would have precluded the normal operation of the helicopter.
http://registry.faa.gov/N503DR
NTSB Identification: WPR12LA371
14 CFR Part 137: Agricultural
Accident occurred Monday, August 27, 2012 in Escalon, CA
Aircraft: Arrow Falcon Exporters Inc OH58, registration: N503DR
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On August 27, 2012, at 0803 Pacific daylight time, an Arrow Falcon Exporters Inc OH-58C, N503DR, crashed in an almond orchard shortly after takeoff near Escalon, California. Del Rio Aviation, Inc., operated the helicopter under the provisions of Title 14 Code of Federal Regulations Part 137. The commercial pilot was seriously injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.
The pilot was conducting the first aerial application of the day, and had flown a 30-minute flight from his base to the almond orchard. The helicopter was loaded with application product from a mixing truck located near the almond orchard being sprayed. The mixing truck driver stated that the helicopter took off, and as it was departing, it rolled hard to the right and impacted terrain. There was no post accident fire.
IDENTIFICATION
Regis#: 503DR Make/Model: OH58 Description: OH-58C ROTORCRAFT
Date: 08/27/2012 Time: 1500
Event Type: Accident Highest Injury: Serious Mid Air: N Missing: N
Damage: Substantial
LOCATION
City: ESCALON State: CA Country: US
DESCRIPTION
N503DR HO-58C ROTORCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, NEAR ESCALON,
CA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 1 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Aerial Application Phase: Unknown Operation: OTHER
FAA FSDO: OAKLAND, CA (WP27) Entry date: 08/28/2012
A crop duster helicopter crashed in a rural part of Escalon on Monday morning, officials said.
Will Heryford/KCRA
ESCALON, Calif. (KCRA) — A crop duster helicopter crashed in a rural part of Escalon on Monday morning, officials said.
The San Joaquin Sheriff’s Department said the pilot, Bill Cavanaugh, was taken to San Joaquin General Hospital with injuries that are not considered life-threatening.
The helicopter went down near East Lone Tree Road.
"You know the risks when you are flying a helicopter and airplanes for the Ag community. It's dangerous," said the pilot's son, Rick Cavanaugh, who went out to the scene to make sure no pesticides were released.
"My dad has more than 20,000 hours of flying. He was in an accident before that left him in critical condition for more than nine weeks," Cavanaugh said.
At this time, officials do not know what caused the helicopter to crash.
Authorities with the Federal Aviation Administration will assist in the investigation.
ESCALON, Calif. — Authorities say a 71-year-old pilot was hospitalized with minor injuries when his crop-duster helicopter crashed in a Central Valley orchard.
The Modesto Bee reports (http://bit.ly/U75K7d ) the helicopter went down about 8 a.m. Monday near Escalon, a community surrounded by farmland about 70 miles southeast of Sacramento.
The pilot was identified as Bill Cavanaugh by his son, Rick. The younger Cavanaugh told Sacramento television station KCRA that his father had logged more than 20,000 hours of flying.
The crash is under investigation.
Gulf Coast Airmen move planes to Little Rock Air Force Base
LITTLE ROCK, AR -- Airmen moved 35 Air Force CV-22 airplanes from Hurlburt Field in Fort Walton Beach, Florida to Little Rock Air Force Base in preparation of Isaac.
"Typically these airplanes are millions of dollars and if you were to leave them there even in a hangar, the hangar could get damaged," said COL David Mobley of Hurlburt Field.
400 people also came on the planes and they will stay at local hotels. The base can't accommodate such a large number, so leaders made swift hotel arrangements for airmen.
"They will probably be here for a couple of days until they see what happens with the storm. So on short notice, the community helped us out for 4 days and 400 people," COL Andy McIntyre of LRAFB.
Now the focus turns to Isaac because the storm will determine when the airmen go home.
"We have to take into account crosswinds; wet runways withcross winds. Those affect the ability for us to come and go safely," said Mobley.
Seven planes from Keesler Air Force Base also landed at LRAFB Monday. But those crews went back to determine whether more planes should be flown here as well.
Source: http://m.fox16.com
"Typically these airplanes are millions of dollars and if you were to leave them there even in a hangar, the hangar could get damaged," said COL David Mobley of Hurlburt Field.
400 people also came on the planes and they will stay at local hotels. The base can't accommodate such a large number, so leaders made swift hotel arrangements for airmen.
"They will probably be here for a couple of days until they see what happens with the storm. So on short notice, the community helped us out for 4 days and 400 people," COL Andy McIntyre of LRAFB.
Now the focus turns to Isaac because the storm will determine when the airmen go home.
"We have to take into account crosswinds; wet runways withcross winds. Those affect the ability for us to come and go safely," said Mobley.
Seven planes from Keesler Air Force Base also landed at LRAFB Monday. But those crews went back to determine whether more planes should be flown here as well.
Source: http://m.fox16.com
HEARTBREAKER: Final days of Blue Ash Airport (KISZ), Cincinnati, Ohio
Aug 19, 2012 by 1970EModel
"Final days of Blue Ash Airport."
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August 21, 2012 by 1970EModel
"This one breaks my heart."
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August 20, 2012 by 1970EModel
"Turn the volume down. But turn it back up for a brief moment when I get to the runway 6 run up area. There is a hawk sitting on the wind sock. You can hear him screech."
~
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Aug 27, 2012 by falcongreatlakes2
"Scott and Grant taking a hop around the site of the future Blue Ash Memorial Dog Park, where visitors will be encouraged to close their eyes and imagine the excitement of an actual real-life airport."
Beechcraft B24R Sierra, N9200S: Fatal accident occurred August 26, 2012 in Dayton, Virginia
National Transportation Safety Board - Aviation Accident Final Report: http://app.ntsb.gov/pdf
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
http://registry.faa.gov/N9200S
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Probable Cause Approval Date: 12/05/2013
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Before departing on the accident flight, the noninstrument-rated pilot obtained a weather briefing and was advised several times that visual flight rules (VFR) flight was not recommended due to existing and forecast instrument meteorological conditions (IMC) along his intended route of flight. The pilot then departed on a VFR flight without filing a flight plan. More than 2 hours after departure, the pilot contacted air traffic control (ATC) and advised that he was climbing the airplane from 9,000 to 10,500 feet. Two minutes later, the pilot declared an emergency and advised ATC that he had "lost" the engine. The controller provided vectors to nearby airports, attempting to orient the pilot to the airplane's position relative to the airports so that he could acquire the airports visually. However, the pilot advised that he was "still in the soup and can't see much of anything at this point." About 5 minutes later, the pilot stated that the airplane was unable to clear a ridgeline in its flightpath, and shortly thereafter, radar and voice communication with the airplane was lost. The airplane collided with trees and terrain before reaching a suitable landing site.
Examination of the wreckage and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks were intact, and about 1 pint of fuel was drained from the left tank and 10 gallons were drained from the right. The fuel selector was found positioned to the right tank. Continuity of the entire fuel system was confirmed. Disassembly of the gascolator found that it contained no fuel, was completely dry, and was absent of debris. At the time of departure, each fuel tank contained 26.1 gallons of usable fuel. According to the manufacturer's pilot operating handbook, the airplane would consume 10.2 gallons per hour at 75 percent maximum continuous power. Given the fuel capacity of each tank, continuity of the fuel system, dry fuel system components, and published fuel consumption rates, it is likely the pilot exhausted the fuel supply in the left tank. It is likely that the engine lost power due to fuel starvation, and the pilot switched the fuel selector to the right tank but was unable to restore engine power before encountering a ridgeline in IMC. Toxicological testing and a review of the pilot's medical records revealed the contraindicated use of anti-depressant medication, which was not declared on his most recent medical certificate application.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual flight rules flight in instrument meteorological conditions over mountainous terrain.
HISTORY OF FLIGHT
On August 26, 2012, about 1118 eastern daylight time, a Beech B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
At 0831 the morning of the accident, the pilot phoned the Raleigh Automated Flight Service Station (AFSS) and obtained a preflight weather briefing. During the briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route of flight. The pilot departed at 0903 without filing a flight plan.
According to the Federal Aviation Administration (FAA), at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency, advised he had “lost” the engine, and stated that he was "VFR on top."
The controller initially provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, and then to Frank Field (VA52), Harrisonburg, Virginia. He attempted to orient the pilot to the airplane’s position relative to the two airports, so that he could acquire the airports visually, but at 1112, the pilot advised he was "still in the soup and can't see much of anything at this point." At 1117, the pilot stated that the airplane was unable to clear a ridgeline in its flight path and shortly thereafter, radar and voice communication with the airplane was lost. At that time, the airplane was located on a bearing 301 degrees and 8 nautical miles from VBW.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010. He reported 600 total hours of flight experience on that date. The pilot’s logbook was recovered and reviewed at the accident site. Examination revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not possess an instrument rating.
AIRCRAFT INFORMATION
According to FAA records, the airplane was manufactured in 1975, and had accrued 3,206.9 total aircraft hours. The most recent annual inspection was completed November 19, 2011, at 3,192.5 aircraft hours.
METEOROLOGICAL INFORMATION
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), located 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dew point 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
WRECKAGE INFORMATION
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. The wreckage path was oriented 245 degrees magnetic, and was about 60 feet in length. The initial impact point was in a treetop about 40 feet above the ground. The second tree strike was approximately 20 feet farther along the wreckage path, about 20 feet above the ground. The 4-inch trunk displayed a sharp, angular cut with paint transfer consistent with the paint on the propeller blades. The initial ground scar was about 55 feet along the wreckage path, and immediately in front of the airplane, which came to rest, upright, and facing opposite the direction of travel.
The engine, firewall, instrument panel, and cockpit areas showed significant impact damage and airframe deformation. The leading edges of both wings displayed aft crushing, and about 4 feet of the outboard section of each wing was separated. Control cable continuity was established from the cockpit to the rudder and elevator. Cable continuity was established through cable breaks to the ailerons. All cable breaks displayed failure due to overload.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump, as well as the boost pump switch, was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was partially disassembled to facilitate examination due to impact damage to the inlet air box, and the intake and exhaust tubes. The engine was rotated by hand and continuity was established through the powertrain and valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Borescope examination of each cylinder revealed no anomalies. The magnetos were removed, rotated by hand, and produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated by hand, and pumped fluid.
The fuel flow divider was removed and disassembled. The flow divider contained a few drops of fuel and was absent of debris. The fuel injector lines and nozzles for each cylinder were clear and absent of debris.
The fuel injector servo was impact damaged, and the mixture and throttle control settings could not be determined.
MEDICAL AND PATHOLOGICAL INFORMATION
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing for the pilot. The following Tested-for-Drugs were detected:
Fluoxetine and Norfluoxetine were detected in blood and urine.
Fluoxetine (Prozac) belonged to a class of drugs called selective serotonin reuptake inhibitors (SSRIs). It was used in adults for the treatment of major depressive disorder, panic disorder, obsessive-compulsive disorder, bulimia (eating disorder), treatment-resistant depression, and depression associated with bipolar disorder. In children and adolescents, fluoxetine was used to treat major depression and obsessive-compulsive disorder.
Norfluoxetine was a metabolite of Fluoxetine.
Examination of the pilot’s personal and FAA medical records revealed that Norfluoxetine was prescribed to the pilot by a physician, but that he did not disclose its use on his most recent application for an FAA medical certificate.
The Office of the Chief Medical Examiner for the Commonwealth of Virginia, performed an autopsy on the pilot in Roanoke, Virginia. The cause of death was the result of blunt force trauma to the head and chest.
ADDITIONAL INFORMATION
At the time of the accident, there was an active AIRMET SIERRA for mountain obscuration for the area surrounding the accident site. Based on infrared satellite imagery from GOES-13 at 1115, cloud top temperatures in the immediate vicinity of the accident location ranged between 6 degrees C to 9 degrees C. Interpolation of rawinsonde data from a 0800 launch at Sterling, Virginia, revealed these temperatures corresponded to cloud-top heights of approximately 9,000 to 7,200 feet, respectively.
The airplane was equipped with one 29.9 gallon fuel tank in each wing. Of the 59.8 gallons on board, 52.2 gallons were usable. According to the manufacturer's pilot operating handbook, Section V – Performance, Cruise Power Settings, at 75 percent maximum continuous power (or full throttle), the nominal fuel flow was 10.2 gallons per hour.
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 26, 2012, about 1118 eastern daylight time, a Hawker-Beechcraft Corporation B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near, Dayton, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency and advised he had “lost” the engine. The controller provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, but the pilot advised that the airplane was unable to clear a ridgeline in his path. At 1117, radar and voice communication with the airplane was lost. At that time, the airplane was 8 nautical miles from VBW.
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on November 2, 2010, and he reported 600 total hours of flight experience on that date. Examination of his logbook revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not posses an instrument rating.
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dewpoint 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. Control cable continuity was established from the cockpit to the flight control surfaces.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump switch was destroyed in the instrument panel, and the boost pump was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was rotated by hand and continuity, compression, and ignition spark were all confirmed.
ROCKINGHAM COUNTY, Va -- Brian Forrest Hall reached out for help right before he crashed his plane on Sunday morning.
"He contacted air traffic control and the pilot stated that he had lost his engine," said Brian Rayner with the National Transportation Safety Board (NTSB).
“I lost my engine,” were Hall's last words on the air. Rayner said they are trying to figure out what those words meant.
“Then minutes later, the airplane was lost from radar," said Rayner.
The 50-year-old man from Pittsburgh crashed in the George Washington National Forest around 11:30 a.m. on Sunday morning. He was supposed to stop in Harrisonburg before heading to Pennsylvania.
Right now, the NTSB is picking up the pieces to find out the cause of the accident.
“My focus right now is on the perishable evidence, which is the airplane behind me.”
The plane is a 1975 single engine Beechcraft, but Rayner said if a plane is well-maintained, age will not affect the plane's reliability.
“A 1975 Beechcraft could be as good or potentially better than it was when it rolled off the assembly line.”
That is why they will look into the maintenance and pilot records.
Rayner said they have seen accidents like this in this part of the country before but each one is different.
"When we come out to these investigations. We investigate them one at a time. We are not interested in looking at trends until we're well into it."
Investigators say they will work with the plane manufacturers to find out if the plane was faulty. They should know more once the preliminary report is released next week.
Rayner said the entire investigation could last up to a year.
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
http://registry.faa.gov/N9200S
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Probable Cause Approval Date: 12/05/2013
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Before departing on the accident flight, the noninstrument-rated pilot obtained a weather briefing and was advised several times that visual flight rules (VFR) flight was not recommended due to existing and forecast instrument meteorological conditions (IMC) along his intended route of flight. The pilot then departed on a VFR flight without filing a flight plan. More than 2 hours after departure, the pilot contacted air traffic control (ATC) and advised that he was climbing the airplane from 9,000 to 10,500 feet. Two minutes later, the pilot declared an emergency and advised ATC that he had "lost" the engine. The controller provided vectors to nearby airports, attempting to orient the pilot to the airplane's position relative to the airports so that he could acquire the airports visually. However, the pilot advised that he was "still in the soup and can't see much of anything at this point." About 5 minutes later, the pilot stated that the airplane was unable to clear a ridgeline in its flightpath, and shortly thereafter, radar and voice communication with the airplane was lost. The airplane collided with trees and terrain before reaching a suitable landing site.
Examination of the wreckage and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks were intact, and about 1 pint of fuel was drained from the left tank and 10 gallons were drained from the right. The fuel selector was found positioned to the right tank. Continuity of the entire fuel system was confirmed. Disassembly of the gascolator found that it contained no fuel, was completely dry, and was absent of debris. At the time of departure, each fuel tank contained 26.1 gallons of usable fuel. According to the manufacturer's pilot operating handbook, the airplane would consume 10.2 gallons per hour at 75 percent maximum continuous power. Given the fuel capacity of each tank, continuity of the fuel system, dry fuel system components, and published fuel consumption rates, it is likely the pilot exhausted the fuel supply in the left tank. It is likely that the engine lost power due to fuel starvation, and the pilot switched the fuel selector to the right tank but was unable to restore engine power before encountering a ridgeline in IMC. Toxicological testing and a review of the pilot's medical records revealed the contraindicated use of anti-depressant medication, which was not declared on his most recent medical certificate application.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual flight rules flight in instrument meteorological conditions over mountainous terrain.
HISTORY OF FLIGHT
On August 26, 2012, about 1118 eastern daylight time, a Beech B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
At 0831 the morning of the accident, the pilot phoned the Raleigh Automated Flight Service Station (AFSS) and obtained a preflight weather briefing. During the briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route of flight. The pilot departed at 0903 without filing a flight plan.
According to the Federal Aviation Administration (FAA), at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency, advised he had “lost” the engine, and stated that he was "VFR on top."
The controller initially provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, and then to Frank Field (VA52), Harrisonburg, Virginia. He attempted to orient the pilot to the airplane’s position relative to the two airports, so that he could acquire the airports visually, but at 1112, the pilot advised he was "still in the soup and can't see much of anything at this point." At 1117, the pilot stated that the airplane was unable to clear a ridgeline in its flight path and shortly thereafter, radar and voice communication with the airplane was lost. At that time, the airplane was located on a bearing 301 degrees and 8 nautical miles from VBW.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010. He reported 600 total hours of flight experience on that date. The pilot’s logbook was recovered and reviewed at the accident site. Examination revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not possess an instrument rating.
AIRCRAFT INFORMATION
According to FAA records, the airplane was manufactured in 1975, and had accrued 3,206.9 total aircraft hours. The most recent annual inspection was completed November 19, 2011, at 3,192.5 aircraft hours.
METEOROLOGICAL INFORMATION
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), located 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dew point 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
WRECKAGE INFORMATION
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. The wreckage path was oriented 245 degrees magnetic, and was about 60 feet in length. The initial impact point was in a treetop about 40 feet above the ground. The second tree strike was approximately 20 feet farther along the wreckage path, about 20 feet above the ground. The 4-inch trunk displayed a sharp, angular cut with paint transfer consistent with the paint on the propeller blades. The initial ground scar was about 55 feet along the wreckage path, and immediately in front of the airplane, which came to rest, upright, and facing opposite the direction of travel.
The engine, firewall, instrument panel, and cockpit areas showed significant impact damage and airframe deformation. The leading edges of both wings displayed aft crushing, and about 4 feet of the outboard section of each wing was separated. Control cable continuity was established from the cockpit to the rudder and elevator. Cable continuity was established through cable breaks to the ailerons. All cable breaks displayed failure due to overload.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump, as well as the boost pump switch, was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was partially disassembled to facilitate examination due to impact damage to the inlet air box, and the intake and exhaust tubes. The engine was rotated by hand and continuity was established through the powertrain and valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Borescope examination of each cylinder revealed no anomalies. The magnetos were removed, rotated by hand, and produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated by hand, and pumped fluid.
The fuel flow divider was removed and disassembled. The flow divider contained a few drops of fuel and was absent of debris. The fuel injector lines and nozzles for each cylinder were clear and absent of debris.
The fuel injector servo was impact damaged, and the mixture and throttle control settings could not be determined.
MEDICAL AND PATHOLOGICAL INFORMATION
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing for the pilot. The following Tested-for-Drugs were detected:
Fluoxetine and Norfluoxetine were detected in blood and urine.
Fluoxetine (Prozac) belonged to a class of drugs called selective serotonin reuptake inhibitors (SSRIs). It was used in adults for the treatment of major depressive disorder, panic disorder, obsessive-compulsive disorder, bulimia (eating disorder), treatment-resistant depression, and depression associated with bipolar disorder. In children and adolescents, fluoxetine was used to treat major depression and obsessive-compulsive disorder.
Norfluoxetine was a metabolite of Fluoxetine.
Examination of the pilot’s personal and FAA medical records revealed that Norfluoxetine was prescribed to the pilot by a physician, but that he did not disclose its use on his most recent application for an FAA medical certificate.
The Office of the Chief Medical Examiner for the Commonwealth of Virginia, performed an autopsy on the pilot in Roanoke, Virginia. The cause of death was the result of blunt force trauma to the head and chest.
ADDITIONAL INFORMATION
At the time of the accident, there was an active AIRMET SIERRA for mountain obscuration for the area surrounding the accident site. Based on infrared satellite imagery from GOES-13 at 1115, cloud top temperatures in the immediate vicinity of the accident location ranged between 6 degrees C to 9 degrees C. Interpolation of rawinsonde data from a 0800 launch at Sterling, Virginia, revealed these temperatures corresponded to cloud-top heights of approximately 9,000 to 7,200 feet, respectively.
The airplane was equipped with one 29.9 gallon fuel tank in each wing. Of the 59.8 gallons on board, 52.2 gallons were usable. According to the manufacturer's pilot operating handbook, Section V – Performance, Cruise Power Settings, at 75 percent maximum continuous power (or full throttle), the nominal fuel flow was 10.2 gallons per hour.
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 26, 2012, about 1118 eastern daylight time, a Hawker-Beechcraft Corporation B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near, Dayton, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency and advised he had “lost” the engine. The controller provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, but the pilot advised that the airplane was unable to clear a ridgeline in his path. At 1117, radar and voice communication with the airplane was lost. At that time, the airplane was 8 nautical miles from VBW.
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on November 2, 2010, and he reported 600 total hours of flight experience on that date. Examination of his logbook revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not posses an instrument rating.
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dewpoint 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. Control cable continuity was established from the cockpit to the flight control surfaces.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump switch was destroyed in the instrument panel, and the boost pump was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was rotated by hand and continuity, compression, and ignition spark were all confirmed.
ROCKINGHAM COUNTY, Va -- Brian Forrest Hall reached out for help right before he crashed his plane on Sunday morning.
"He contacted air traffic control and the pilot stated that he had lost his engine," said Brian Rayner with the National Transportation Safety Board (NTSB).
“I lost my engine,” were Hall's last words on the air. Rayner said they are trying to figure out what those words meant.
“Then minutes later, the airplane was lost from radar," said Rayner.
The 50-year-old man from Pittsburgh crashed in the George Washington National Forest around 11:30 a.m. on Sunday morning. He was supposed to stop in Harrisonburg before heading to Pennsylvania.
Right now, the NTSB is picking up the pieces to find out the cause of the accident.
“My focus right now is on the perishable evidence, which is the airplane behind me.”
The plane is a 1975 single engine Beechcraft, but Rayner said if a plane is well-maintained, age will not affect the plane's reliability.
“A 1975 Beechcraft could be as good or potentially better than it was when it rolled off the assembly line.”
That is why they will look into the maintenance and pilot records.
Rayner said they have seen accidents like this in this part of the country before but each one is different.
"When we come out to these investigations. We investigate them one at a time. We are not interested in looking at trends until we're well into it."
Investigators say they will work with the plane manufacturers to find out if the plane was faulty. They should know more once the preliminary report is released next week.
Rayner said the entire investigation could last up to a year.
Beechcraft B24R Sierra, N9200S: Fatal accident occurred August 26, 2012 in Dayton, Virginia
National Transportation Safety Board - Aviation Accident Preliminary Report: http://app.ntsb.gov/pdf
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Probable Cause Approval Date: 12/05/2013
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Before departing on the accident flight, the noninstrument-rated pilot obtained a weather briefing and was advised several times that visual flight rules (VFR) flight was not recommended due to existing and forecast instrument meteorological conditions (IMC) along his intended route of flight. The pilot then departed on a VFR flight without filing a flight plan. More than 2 hours after departure, the pilot contacted air traffic control (ATC) and advised that he was climbing the airplane from 9,000 to 10,500 feet. Two minutes later, the pilot declared an emergency and advised ATC that he had "lost" the engine. The controller provided vectors to nearby airports, attempting to orient the pilot to the airplane's position relative to the airports so that he could acquire the airports visually. However, the pilot advised that he was "still in the soup and can't see much of anything at this point." About 5 minutes later, the pilot stated that the airplane was unable to clear a ridgeline in its flightpath, and shortly thereafter, radar and voice communication with the airplane was lost. The airplane collided with trees and terrain before reaching a suitable landing site.
Examination of the wreckage and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks were intact, and about 1 pint of fuel was drained from the left tank and 10 gallons were drained from the right. The fuel selector was found positioned to the right tank. Continuity of the entire fuel system was confirmed. Disassembly of the gascolator found that it contained no fuel, was completely dry, and was absent of debris. At the time of departure, each fuel tank contained 26.1 gallons of usable fuel. According to the manufacturer's pilot operating handbook, the airplane would consume 10.2 gallons per hour at 75 percent maximum continuous power. Given the fuel capacity of each tank, continuity of the fuel system, dry fuel system components, and published fuel consumption rates, it is likely the pilot exhausted the fuel supply in the left tank. It is likely that the engine lost power due to fuel starvation, and the pilot switched the fuel selector to the right tank but was unable to restore engine power before encountering a ridgeline in IMC. Toxicological testing and a review of the pilot's medical records revealed the contraindicated use of anti-depressant medication, which was not declared on his most recent medical certificate application.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual flight rules flight in instrument meteorological conditions over mountainous terrain.
HISTORY OF FLIGHT
On August 26, 2012, about 1118 eastern daylight time, a Beech B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
At 0831 the morning of the accident, the pilot phoned the Raleigh Automated Flight Service Station (AFSS) and obtained a preflight weather briefing. During the briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route of flight. The pilot departed at 0903 without filing a flight plan.
According to the Federal Aviation Administration (FAA), at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency, advised he had "lost" the engine, and stated that he was "VFR on top."
The controller initially provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, and then to Frank Field (VA52), Harrisonburg, Virginia. He attempted to orient the pilot to the airplane's position relative to the two airports, so that he could acquire the airports visually, but at 1112, the pilot advised he was "still in the soup and can't see much of anything at this point." At 1117, the pilot stated that the airplane was unable to clear a ridgeline in its flight path and shortly thereafter, radar and voice communication with the airplane was lost. At that time, the airplane was located on a bearing 301 degrees and 8 nautical miles from VBW.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010. He reported 600 total hours of flight experience on that date. The pilot's logbook was recovered and reviewed at the accident site. Examination revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not possess an instrument rating.
AIRCRAFT INFORMATION
According to FAA records, the airplane was manufactured in 1975, and had accrued 3,206.9 total aircraft hours. The most recent annual inspection was completed November 19, 2011, at 3,192.5 aircraft hours.
METEOROLOGICAL INFORMATION
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), located 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dew point 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
WRECKAGE INFORMATION
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. The wreckage path was oriented 245 degrees magnetic, and was about 60 feet in length. The initial impact point was in a treetop about 40 feet above the ground. The second tree strike was approximately 20 feet farther along the wreckage path, about 20 feet above the ground. The 4-inch trunk displayed a sharp, angular cut with paint transfer consistent with the paint on the propeller blades. The initial ground scar was about 55 feet along the wreckage path, and immediately in front of the airplane, which came to rest, upright, and facing opposite the direction of travel.
The engine, firewall, instrument panel, and cockpit areas showed significant impact damage and airframe deformation. The leading edges of both wings displayed aft crushing, and about 4 feet of the outboard section of each wing was separated. Control cable continuity was established from the cockpit to the rudder and elevator. Cable continuity was established through cable breaks to the ailerons. All cable breaks displayed failure due to overload.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump, as well as the boost pump switch, was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was partially disassembled to facilitate examination due to impact damage to the inlet air box, and the intake and exhaust tubes. The engine was rotated by hand and continuity was established through the powertrain and valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Borescope examination of each cylinder revealed no anomalies. The magnetos were removed, rotated by hand, and produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated by hand, and pumped fluid.
The fuel flow divider was removed and disassembled. The flow divider contained a few drops of fuel and was absent of debris. The fuel injector lines and nozzles for each cylinder were clear and absent of debris.
The fuel injector servo was impact damaged, and the mixture and throttle control settings could not be determined.
MEDICAL AND PATHOLOGICAL INFORMATION
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing for the pilot. The following Tested-for-Drugs were detected:
Fluoxetine and Norfluoxetine were detected in blood and urine.
Fluoxetine (Prozac) belonged to a class of drugs called selective serotonin reuptake inhibitors (SSRIs). It was used in adults for the treatment of major depressive disorder, panic disorder, obsessive-compulsive disorder, bulimia (eating disorder), treatment-resistant depression, and depression associated with bipolar disorder. In children and adolescents, fluoxetine was used to treat major depression and obsessive-compulsive disorder.
Norfluoxetine was a metabolite of Fluoxetine.
Examination of the pilot's personal and FAA medical records revealed that Norfluoxetine was prescribed to the pilot by a physician, but that he did not disclose its use on his most recent application for an FAA medical certificate.
The Office of the Chief Medical Examiner for the Commonwealth of Virginia, performed an autopsy on the pilot in Roanoke, Virginia. The cause of death was the result of blunt force trauma to the head and chest.
ADDITIONAL INFORMATION
At the time of the accident, there was an active AIRMET SIERRA for mountain obscuration for the area surrounding the accident site. Based on infrared satellite imagery from GOES-13 at 1115, cloud top temperatures in the immediate vicinity of the accident location ranged between 6 degrees C to 9 degrees C. Interpolation of rawinsonde data from a 0800 launch at Sterling, Virginia, revealed these temperatures corresponded to cloud-top heights of approximately 9,000 to 7,200 feet, respectively.
The airplane was equipped with one 29.9 gallon fuel tank in each wing. Of the 59.8 gallons on board, 52.2 gallons were usable. According to the manufacturer's pilot operating handbook, Section V – Performance, Cruise Power Settings, at 75 percent maximum continuous power (or full throttle), the nominal fuel flow was 10.2 gallons per hour.
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 26, 2012, about 1118 eastern daylight time, a Hawker-Beechcraft Corporation B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near, Dayton, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency and advised he had “lost” the engine. The controller provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, but the pilot advised that the airplane was unable to clear a ridgeline in his path. At 1117, radar and voice communication with the airplane was lost. At that time, the airplane was 8 nautical miles from VBW.
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on November 2, 2010, and he reported 600 total hours of flight experience on that date. Examination of his logbook revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not posses an instrument rating.
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dewpoint 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. Control cable continuity was established from the cockpit to the flight control surfaces.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump switch was destroyed in the instrument panel, and the boost pump was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was rotated by hand and continuity, compression, and ignition spark were all confirmed.
Rockingham County, VA (WHSV/CNN) - Police are investigating the cause of a fatal, single-engine plane crash in Rockingham County, Virginia.
Officials say the 50-year-old pilot from Pittsburgh died upon impact and was the only person on the plane.
The aircraft was flying from Wilmington, North Carolina to Pittsburgh, when it went down inside the George Washington National Forest.
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Probable Cause Approval Date: 12/05/2013
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Before departing on the accident flight, the noninstrument-rated pilot obtained a weather briefing and was advised several times that visual flight rules (VFR) flight was not recommended due to existing and forecast instrument meteorological conditions (IMC) along his intended route of flight. The pilot then departed on a VFR flight without filing a flight plan. More than 2 hours after departure, the pilot contacted air traffic control (ATC) and advised that he was climbing the airplane from 9,000 to 10,500 feet. Two minutes later, the pilot declared an emergency and advised ATC that he had "lost" the engine. The controller provided vectors to nearby airports, attempting to orient the pilot to the airplane's position relative to the airports so that he could acquire the airports visually. However, the pilot advised that he was "still in the soup and can't see much of anything at this point." About 5 minutes later, the pilot stated that the airplane was unable to clear a ridgeline in its flightpath, and shortly thereafter, radar and voice communication with the airplane was lost. The airplane collided with trees and terrain before reaching a suitable landing site.
Examination of the wreckage and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks were intact, and about 1 pint of fuel was drained from the left tank and 10 gallons were drained from the right. The fuel selector was found positioned to the right tank. Continuity of the entire fuel system was confirmed. Disassembly of the gascolator found that it contained no fuel, was completely dry, and was absent of debris. At the time of departure, each fuel tank contained 26.1 gallons of usable fuel. According to the manufacturer's pilot operating handbook, the airplane would consume 10.2 gallons per hour at 75 percent maximum continuous power. Given the fuel capacity of each tank, continuity of the fuel system, dry fuel system components, and published fuel consumption rates, it is likely the pilot exhausted the fuel supply in the left tank. It is likely that the engine lost power due to fuel starvation, and the pilot switched the fuel selector to the right tank but was unable to restore engine power before encountering a ridgeline in IMC. Toxicological testing and a review of the pilot's medical records revealed the contraindicated use of anti-depressant medication, which was not declared on his most recent medical certificate application.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's improper fuel management, which resulted in fuel starvation and a total loss of engine power. Contributing to the accident was the noninstrument-rated pilot's decision to attempt a visual flight rules flight in instrument meteorological conditions over mountainous terrain.
HISTORY OF FLIGHT
On August 26, 2012, about 1118 eastern daylight time, a Beech B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
At 0831 the morning of the accident, the pilot phoned the Raleigh Automated Flight Service Station (AFSS) and obtained a preflight weather briefing. During the briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route of flight. The pilot departed at 0903 without filing a flight plan.
According to the Federal Aviation Administration (FAA), at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency, advised he had "lost" the engine, and stated that he was "VFR on top."
The controller initially provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, and then to Frank Field (VA52), Harrisonburg, Virginia. He attempted to orient the pilot to the airplane's position relative to the two airports, so that he could acquire the airports visually, but at 1112, the pilot advised he was "still in the soup and can't see much of anything at this point." At 1117, the pilot stated that the airplane was unable to clear a ridgeline in its flight path and shortly thereafter, radar and voice communication with the airplane was lost. At that time, the airplane was located on a bearing 301 degrees and 8 nautical miles from VBW.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010. He reported 600 total hours of flight experience on that date. The pilot's logbook was recovered and reviewed at the accident site. Examination revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not possess an instrument rating.
AIRCRAFT INFORMATION
According to FAA records, the airplane was manufactured in 1975, and had accrued 3,206.9 total aircraft hours. The most recent annual inspection was completed November 19, 2011, at 3,192.5 aircraft hours.
METEOROLOGICAL INFORMATION
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), located 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dew point 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
WRECKAGE INFORMATION
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. The wreckage path was oriented 245 degrees magnetic, and was about 60 feet in length. The initial impact point was in a treetop about 40 feet above the ground. The second tree strike was approximately 20 feet farther along the wreckage path, about 20 feet above the ground. The 4-inch trunk displayed a sharp, angular cut with paint transfer consistent with the paint on the propeller blades. The initial ground scar was about 55 feet along the wreckage path, and immediately in front of the airplane, which came to rest, upright, and facing opposite the direction of travel.
The engine, firewall, instrument panel, and cockpit areas showed significant impact damage and airframe deformation. The leading edges of both wings displayed aft crushing, and about 4 feet of the outboard section of each wing was separated. Control cable continuity was established from the cockpit to the rudder and elevator. Cable continuity was established through cable breaks to the ailerons. All cable breaks displayed failure due to overload.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump, as well as the boost pump switch, was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was partially disassembled to facilitate examination due to impact damage to the inlet air box, and the intake and exhaust tubes. The engine was rotated by hand and continuity was established through the powertrain and valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Borescope examination of each cylinder revealed no anomalies. The magnetos were removed, rotated by hand, and produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated by hand, and pumped fluid.
The fuel flow divider was removed and disassembled. The flow divider contained a few drops of fuel and was absent of debris. The fuel injector lines and nozzles for each cylinder were clear and absent of debris.
The fuel injector servo was impact damaged, and the mixture and throttle control settings could not be determined.
MEDICAL AND PATHOLOGICAL INFORMATION
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing for the pilot. The following Tested-for-Drugs were detected:
Fluoxetine and Norfluoxetine were detected in blood and urine.
Fluoxetine (Prozac) belonged to a class of drugs called selective serotonin reuptake inhibitors (SSRIs). It was used in adults for the treatment of major depressive disorder, panic disorder, obsessive-compulsive disorder, bulimia (eating disorder), treatment-resistant depression, and depression associated with bipolar disorder. In children and adolescents, fluoxetine was used to treat major depression and obsessive-compulsive disorder.
Norfluoxetine was a metabolite of Fluoxetine.
Examination of the pilot's personal and FAA medical records revealed that Norfluoxetine was prescribed to the pilot by a physician, but that he did not disclose its use on his most recent application for an FAA medical certificate.
The Office of the Chief Medical Examiner for the Commonwealth of Virginia, performed an autopsy on the pilot in Roanoke, Virginia. The cause of death was the result of blunt force trauma to the head and chest.
ADDITIONAL INFORMATION
At the time of the accident, there was an active AIRMET SIERRA for mountain obscuration for the area surrounding the accident site. Based on infrared satellite imagery from GOES-13 at 1115, cloud top temperatures in the immediate vicinity of the accident location ranged between 6 degrees C to 9 degrees C. Interpolation of rawinsonde data from a 0800 launch at Sterling, Virginia, revealed these temperatures corresponded to cloud-top heights of approximately 9,000 to 7,200 feet, respectively.
The airplane was equipped with one 29.9 gallon fuel tank in each wing. Of the 59.8 gallons on board, 52.2 gallons were usable. According to the manufacturer's pilot operating handbook, Section V – Performance, Cruise Power Settings, at 75 percent maximum continuous power (or full throttle), the nominal fuel flow was 10.2 gallons per hour.
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 26, 2012, about 1118 eastern daylight time, a Hawker-Beechcraft Corporation B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near, Dayton, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency and advised he had “lost” the engine. The controller provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, but the pilot advised that the airplane was unable to clear a ridgeline in his path. At 1117, radar and voice communication with the airplane was lost. At that time, the airplane was 8 nautical miles from VBW.
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on November 2, 2010, and he reported 600 total hours of flight experience on that date. Examination of his logbook revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not posses an instrument rating.
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dewpoint 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. Control cable continuity was established from the cockpit to the flight control surfaces.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump switch was destroyed in the instrument panel, and the boost pump was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was rotated by hand and continuity, compression, and ignition spark were all confirmed.
Rockingham County, VA (WHSV/CNN) - Police are investigating the cause of a fatal, single-engine plane crash in Rockingham County, Virginia.
Officials say the 50-year-old pilot from Pittsburgh died upon impact and was the only person on the plane.
The aircraft was flying from Wilmington, North Carolina to Pittsburgh, when it went down inside the George Washington National Forest.
Flight forced to return to Heathrow as it becomes third United Airlines jet in TEN DAYS to suffer from engine problems
- Third emergency landing in ten days
- Two United airlines flights had to return to tarmac at New Jersey airport last weekend
The United Airlines flight from Heathrow Airport bound for Chicago had to be sprayed with water by firemen to cool the engine.
This is the third incident in ten days which has seen a United Airlines plane having to make an emergency landing.
No passengers were harmed in the incident at 4.30pm yesterday and a BAA spokesperson said the incident had a minimal impact on the traffic.
The news comes but a week after two United Airlines flights departing New Jersey's Newark Liberty International Airport had to make emergency landings after experiencing problems with their engines.
Last Sunday, United Flight 409 bound for Seattle returned to the airport at about 9.15am Sunday after reports of possible smoke in the cabin and cockpit.
A United spokesman says the flight crew noticed an unusual smell in the cockpit and it went back to the tarmac.
On Saturday night, a United flight to Germany carrying 173 passengers and crew had to return to the airport after experiencing engine problems.
Flight 96, which was departing from Newark Liberty Airport to Berlin, landed at about 8.10pm on Saturday night after a ‘mechanical issue with the engine,’ airline spokesman Joe Micucci said.
Federal Aviation Administration, said one of the engines on the Berlin-bound flight apparently overheated on takeoff.
Witnesses on the ground at Newark International reported seeing fire coming from the engine shortly after liftoff.
No injuries were reported in any of the emergency landings.
A United Airlines spokesman told MailOnline yesterday's incident at Heathrow was due to 'an issue with the engine' and that all passengers will be re-accommodated to flights today.
Read more: http://www.dailymail.co.uk
Government Audit Shows Bird Strikes on the Rise: New York Group -- Report issued last week said the FAA oversight and enforcement efforts to control birds were insufficient
Opponents of a garbage plant near New York's LaGuardia Airport say their cause has gained strength with a new Department of Transportation audit report criticizing the Federal Aviation Administration for not taking airplane bird strikes more seriously.
A report issued last week said the FAA oversight and enforcement efforts to control birds were insufficient.
Planes can be crippled by hitting birds, like when U.S. Airways Flight 1549 lost both engines shortly after takeoff from LaGuardia but landed safely in the Hudson River.
The president of the Friends of LaGuardia Airport group said Monday he has asked a federal appeals court in Manhattan to consider the report in deciding issues related to the garbage plant. The group is fighting a solid waste transfer station being built near one of LaGuardia's runways.
The FAA hasn't returned a message seeking comment.
Source: http://www.nbcnewyork.com
A report issued last week said the FAA oversight and enforcement efforts to control birds were insufficient.
Planes can be crippled by hitting birds, like when U.S. Airways Flight 1549 lost both engines shortly after takeoff from LaGuardia but landed safely in the Hudson River.
The president of the Friends of LaGuardia Airport group said Monday he has asked a federal appeals court in Manhattan to consider the report in deciding issues related to the garbage plant. The group is fighting a solid waste transfer station being built near one of LaGuardia's runways.
The FAA hasn't returned a message seeking comment.
Source: http://www.nbcnewyork.com
Cessna 172M Skyhawk, Alta Flights Limited, C-GRGW: Accident occurred August 26, 2012 in the Crowsnest Pass, 58 NM SW of Calgary (YYC), Alberta - Canada
The RCMP are investigating after a Cessna aircraft crashed southwest of Calgary on Sunday evening, killing the pilot.
According to police, they were called to the scene at about 5:46 p.m., to an area off Highway 22 near Chimney Rock Road, about 8 km south of Chain Lakes Provincial Park.
When they got there, they found the pilot had died on impact.
The name of the 37-year-old pilot won’t be released until next of kin are notified, but some information about him has been released.
The man was a pilot from Spruce Grove, Alberta who worked for Edmonton-based Alta Flights Charters. A company manager confirms the plane was a Cessna 172 on patrol monitoring pipelines in the area.
Investigators say the pilot took off from the Edmonton area, and his plane was pointed north when it crashed.
It reportedly skidded for a distance and crashed into a creek embankment. Pieces of the plane sit strewn across a local rancher’s field.
The Transportation Safety Board is now assisting RCMP with the investigation.
The pilot killed in a crash in southern Alberta on Sunday was patrolling pipelines when the plane went down.Emergency
services were called to the scene just off Highway 22 south of Chain
Lakes Provincial Park shortly before 6 p.m., according to Crowsnest Pass
RCMP.
Upon arrival, they discovered a 38-year-old man dead inside the Cessna 172 airplane that crash landed in a field.
The victim from Edmonton was the only person in the aircraft.
Canadian Transportation Safety Board western regional manager Jon Lee said the fixed wing aircraft was licensed to Alta Flights Ltd. out of Edmonton.
He said the victim was patrolling pipelines in the area.
“It’s a technique used by the oil and gas industry to be able to visually inspect,” Lee said. “I believe this one was purely a visual inspection to see if there were any signs of leaking. Gas companies typically use this on a scheduled basis to inspect their pipelines.”
The scene was difficult to get to, Lee said, preventing investigators from reaching the crash site until early Monday afternoon.
According to Alta Flights website, the Cessna 172 are strictly outfitted for pipeline patrol and power line surveillance, and are not suited for charter.
“Endearingly known as the ‘pumpkins’, these brightly coloured orange planes are out flying everyday patrolling pipelines across Western Canada,” the website says.
Alta Flights did not return messages or e-mails seeking comment.
The pilot’s name has not been released and a cause of the crash has not been determined.
CTSB is leading the investigation.
C-GRGW (1975) Cessna 172M Alta Flights Ltd.
According to police, they were called to the scene at about 5:46 p.m., to an area off Highway 22 near Chimney Rock Road, about 8 km south of Chain Lakes Provincial Park.
When they got there, they found the pilot had died on impact.
The name of the 37-year-old pilot won’t be released until next of kin are notified, but some information about him has been released.
The man was a pilot from Spruce Grove, Alberta who worked for Edmonton-based Alta Flights Charters. A company manager confirms the plane was a Cessna 172 on patrol monitoring pipelines in the area.
Investigators say the pilot took off from the Edmonton area, and his plane was pointed north when it crashed.
It reportedly skidded for a distance and crashed into a creek embankment. Pieces of the plane sit strewn across a local rancher’s field.
The Transportation Safety Board is now assisting RCMP with the investigation.
Upon arrival, they discovered a 38-year-old man dead inside the Cessna 172 airplane that crash landed in a field.
The victim from Edmonton was the only person in the aircraft.
Canadian Transportation Safety Board western regional manager Jon Lee said the fixed wing aircraft was licensed to Alta Flights Ltd. out of Edmonton.
He said the victim was patrolling pipelines in the area.
“It’s a technique used by the oil and gas industry to be able to visually inspect,” Lee said. “I believe this one was purely a visual inspection to see if there were any signs of leaking. Gas companies typically use this on a scheduled basis to inspect their pipelines.”
The scene was difficult to get to, Lee said, preventing investigators from reaching the crash site until early Monday afternoon.
According to Alta Flights website, the Cessna 172 are strictly outfitted for pipeline patrol and power line surveillance, and are not suited for charter.
“Endearingly known as the ‘pumpkins’, these brightly coloured orange planes are out flying everyday patrolling pipelines across Western Canada,” the website says.
Alta Flights did not return messages or e-mails seeking comment.
The pilot’s name has not been released and a cause of the crash has not been determined.
CTSB is leading the investigation.
C-GRGW (1975) Cessna 172M Alta Flights Ltd.
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Fighter Jets Protect Skies During Republican Convention
Armed Forces Press Service
“Air Force fighter jets will be on alert during the convention — which begins today and runs through Aug. 30 — enforcing the Federal Aviation Administration’s temporary flight restriction zone,” the announcement says.
From a North American Aerospace Defense Command and U.S. Northern Command News Release. . . .
Read more: http://www.defense.gov/news/newsarticle.aspx?id=117648
“Air Force fighter jets will be on alert during the convention — which begins today and runs through Aug. 30 — enforcing the Federal Aviation Administration’s temporary flight restriction zone,” the announcement says.
From a North American Aerospace Defense Command and U.S. Northern Command News Release. . . .
Read more: http://www.defense.gov/news/newsarticle.aspx?id=117648
Louis Armstrong New Orleans International (KMSY), New Orleans, Louisiana: Airport to cease flights late Monday
FOX 8 News received the following press release from officials at Armstrong International Airport Monday afternoon:
All airlines that serve the Louis Armstrong New Orleans International Airport will cease operation at the end of their schedule today. There are no flights scheduled for Tuesday, August 28.
The Airport is not an evacuation shelter and people will not be allowed to stay in the terminal during the storm.
Please check your airlines web site for the most up to date information.
Source: http://www.fox8live.com
All airlines that serve the Louis Armstrong New Orleans International Airport will cease operation at the end of their schedule today. There are no flights scheduled for Tuesday, August 28.
The Airport is not an evacuation shelter and people will not be allowed to stay in the terminal during the storm.
Please check your airlines web site for the most up to date information.
Source: http://www.fox8live.com
Navy calls for relocation of St. Marys Airport: Repeated skydiver intrusions must be eliminated, Navy says
The Aug. 12 landing of two skydivers inside Kings Naval Submarine
Base’s perimeter has heightened the Navy’s security concern to the point
that the base commander on Monday called for the relocation of the St.
Marys Airport from which a skydiving business operates.
The St. Marys Airport Authority last week revoked The Jumping Place’s operating permit, but in spite of posted trespass warnings the business carried dozens of skydivers aloft Saturday, three of whom landed in a city park. Four skydivers received warnings and five were cited.
That action was apparently not sufficient to allay the Navy’s concerns.
In a letter citing the landing on a base softball field, Kings Bay commander Capt. Harvey Guffey Jr. reminded St. Marys Mayor Bill DeLoughy of the city’s failure to “eliminate parachutists encroaching on the base despite multiple letters of concern from several base commanding officers...’’
Rear Adm. John C. Scorby Jr., commander of the Navy’s Southeast Region in Jacksonville, reinforced Guffey’s letter with one of his own.
“Repeated exposure to these security threats in this era of terrorism creates significant disruption for the [submarine base’s] mission, and raises the specter of needlessly dangerous reactive responses. We can no longer accept this state of affairs,’’ Scorby wrote.
The Navy “must heighten and reemphasize’’ it’s desire for that moving the airport be made a priority, Guffey wrote.
“Let me be clear,’’ he said, “parachutist intrusions on the base must be eliminated.”
The Navy said as much Wednesday at the meeting in which the Airport Authority revoked The Jumping Place’s permit. The vote came after owner Cathy Kloess said she could not guarantee that parachutists who jumped from her plane’s would not again land on Kings Bay. Those Aug. 12 landings were the sixth and seventh in three years on the base that has some highly restricted areas.
Although things got off to a late start Saturday, Kloess said it would be business as usual.
By the end of the day, however, the St. Marys police had issued four criminal trespass warnings, two criminal trespass citations to skydiving instructors and three reckless conduct citations to three jumpers who landed in the city’s Sweetwater Park, authority lawyer Jim Stein said.
With no clear end to the jumps, Stein said authority members Frank Frasca and Frank Drane will ask the FAA what steps it should take next to provide better assurance no more skydivers from the airport will land on the base.
Stein said the Navy’s strong letters will help him make his case to the city and the FAA.
“It’s my advice nobody be allowed to operate at that airport as a skydiving business,’’ Stein said.
Kloess’ son, Casey Kloess-Finley, who owns the business with her, called the arrests a “gross misuse of power by the city and the Airport Authority board.”
The latter three jumpers had intended to land on a two-acre piece of property off the south side of the airport’s runway, he said.
Kloess and Kloess-Finley told the Times-Union Saturday morning that they own the property and the authority could not stop them from using it as a drop zone.
“Their intent was not to land in the park. They didn’t feel they could land there safely,’’ Kloess-Finley said of the two-acre landing spot. “They found a safe landing spot in the park.”
Kloess-Finley said The Jumping Place believes police were clearly wrong in citing the two instructors for criminal trespass after telling all the jumpers that officers would issue only warnings.
“They were singled out as our instructors,’’ Kloess-Finley said.
The two were cited after completing tandem jumps and as agents of The Jumping Place clearly knew they could be charged with criminal trespass, Stein said.
Stein also said that shifting the landing zone Saturday to the plot closer to base only increased the risk that a skydiver could again land on King’s Bay.
Kloess-Finley disagreed saying the spot is only 0.6 miles closer meaning it’s still more than a mile from the base, which provides plenty of buffer for an experienced jumper.
He also said any assertion that The Jumping Place doesn’t take Kings Bay’s security seriously is wrong.
“The Jumping Place policy is to never land on the base. Never,’’ he said.
But when a skydiver leaves the plane, he becomes his own pilot and in charge of his own landing, Kloess-Finley said.
Individual skydivers must make decisions for their own safety, he said.
Kloess has said that skydivers blown off course by “acts of God’’ chose the base to ensure they could land safely, most recently on a softball field that they thought was in a city park.
As part of its pre-jump education, The Jumping Place tells skydivers not to land on the base even as a last resort and shows them aerial photos, Kloess-Finley said.
“But we’re not going to tell them to hit a tree to avoid landing on the base,’’ he said.
Asked if The Jumping Place will take skydivers up again Saturday, Kloess-Finley said “Our plan right now is we’re looking for other fields to jump in.’’
The two-acre field off the airport is not suitable for student landings, he said.
“We’re looking at anything to keep our business open,’’ Kloess-Finley said.
The St. Marys Airport Authority last week revoked The Jumping Place’s operating permit, but in spite of posted trespass warnings the business carried dozens of skydivers aloft Saturday, three of whom landed in a city park. Four skydivers received warnings and five were cited.
That action was apparently not sufficient to allay the Navy’s concerns.
In a letter citing the landing on a base softball field, Kings Bay commander Capt. Harvey Guffey Jr. reminded St. Marys Mayor Bill DeLoughy of the city’s failure to “eliminate parachutists encroaching on the base despite multiple letters of concern from several base commanding officers...’’
Rear Adm. John C. Scorby Jr., commander of the Navy’s Southeast Region in Jacksonville, reinforced Guffey’s letter with one of his own.
“Repeated exposure to these security threats in this era of terrorism creates significant disruption for the [submarine base’s] mission, and raises the specter of needlessly dangerous reactive responses. We can no longer accept this state of affairs,’’ Scorby wrote.
The Navy “must heighten and reemphasize’’ it’s desire for that moving the airport be made a priority, Guffey wrote.
“Let me be clear,’’ he said, “parachutist intrusions on the base must be eliminated.”
The Navy said as much Wednesday at the meeting in which the Airport Authority revoked The Jumping Place’s permit. The vote came after owner Cathy Kloess said she could not guarantee that parachutists who jumped from her plane’s would not again land on Kings Bay. Those Aug. 12 landings were the sixth and seventh in three years on the base that has some highly restricted areas.
Although things got off to a late start Saturday, Kloess said it would be business as usual.
By the end of the day, however, the St. Marys police had issued four criminal trespass warnings, two criminal trespass citations to skydiving instructors and three reckless conduct citations to three jumpers who landed in the city’s Sweetwater Park, authority lawyer Jim Stein said.
With no clear end to the jumps, Stein said authority members Frank Frasca and Frank Drane will ask the FAA what steps it should take next to provide better assurance no more skydivers from the airport will land on the base.
Stein said the Navy’s strong letters will help him make his case to the city and the FAA.
“It’s my advice nobody be allowed to operate at that airport as a skydiving business,’’ Stein said.
Kloess’ son, Casey Kloess-Finley, who owns the business with her, called the arrests a “gross misuse of power by the city and the Airport Authority board.”
The latter three jumpers had intended to land on a two-acre piece of property off the south side of the airport’s runway, he said.
Kloess and Kloess-Finley told the Times-Union Saturday morning that they own the property and the authority could not stop them from using it as a drop zone.
“Their intent was not to land in the park. They didn’t feel they could land there safely,’’ Kloess-Finley said of the two-acre landing spot. “They found a safe landing spot in the park.”
Kloess-Finley said The Jumping Place believes police were clearly wrong in citing the two instructors for criminal trespass after telling all the jumpers that officers would issue only warnings.
“They were singled out as our instructors,’’ Kloess-Finley said.
The two were cited after completing tandem jumps and as agents of The Jumping Place clearly knew they could be charged with criminal trespass, Stein said.
Stein also said that shifting the landing zone Saturday to the plot closer to base only increased the risk that a skydiver could again land on King’s Bay.
Kloess-Finley disagreed saying the spot is only 0.6 miles closer meaning it’s still more than a mile from the base, which provides plenty of buffer for an experienced jumper.
He also said any assertion that The Jumping Place doesn’t take Kings Bay’s security seriously is wrong.
“The Jumping Place policy is to never land on the base. Never,’’ he said.
But when a skydiver leaves the plane, he becomes his own pilot and in charge of his own landing, Kloess-Finley said.
Individual skydivers must make decisions for their own safety, he said.
Kloess has said that skydivers blown off course by “acts of God’’ chose the base to ensure they could land safely, most recently on a softball field that they thought was in a city park.
As part of its pre-jump education, The Jumping Place tells skydivers not to land on the base even as a last resort and shows them aerial photos, Kloess-Finley said.
“But we’re not going to tell them to hit a tree to avoid landing on the base,’’ he said.
Asked if The Jumping Place will take skydivers up again Saturday, Kloess-Finley said “Our plan right now is we’re looking for other fields to jump in.’’
The two-acre field off the airport is not suitable for student landings, he said.
“We’re looking at anything to keep our business open,’’ Kloess-Finley said.
Cessna 150G, N6346S: Accident occurred August 26, 2012 in Madera, California
NTSB Identification: WPR12CA370
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Madera, CA
Aircraft: CESSNA 150G, registration: N6346S
Injuries: 1 Minor.
The pilot stated that he was at the end of a 349-mile flight. When he was 3.5 miles from the destination airport, at 2,300 feet mean sea level (msl), the engine began to sputter, then quit. The pilot was over a neighborhood and realized he was not going to make it to the airport. He identified a dry river bed off to his right, and turned towards that direction. The airplane collided with the top of a tree, which slowed it down. The pilot then pull back on the yoke, the airplane impacted terrain, and flipped over. The pilot said it was likely that he had exhausted his fuel supply.
Small plane crashes near Madera Fairgrounds
A small plane made an emergency landing Sunday morning near the Madera Fairgrounds.
The man flying from Arizon planned to refuel in Madera but reported the engine sputtered and forced him to land.
He chose an unpopulated area along the Fresno River but the soft ground forced the plane to flip onto its roof.
Sgt. Johnny Smith with the Madera Police Department said, "It was very good decision making to land there, and I thought it was a very good job of landing the plane without him getting majorly injured."
The pilot was not seriously hurt.
It's unknown if the plane ran out of gas or had mechanical problems.
Story and video: http://www.cbs47.tv
http://registry.faa.gov/N6346S
http://flightaware.com/live/flight/N6346S
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Madera, CA
Aircraft: CESSNA 150G, registration: N6346S
Injuries: 1 Minor.
The pilot stated that he was at the end of a 349-mile flight. When he was 3.5 miles from the destination airport, at 2,300 feet mean sea level (msl), the engine began to sputter, then quit. The pilot was over a neighborhood and realized he was not going to make it to the airport. He identified a dry river bed off to his right, and turned towards that direction. The airplane collided with the top of a tree, which slowed it down. The pilot then pull back on the yoke, the airplane impacted terrain, and flipped over. The pilot said it was likely that he had exhausted his fuel supply.
Small plane crashes near Madera Fairgrounds
A small plane made an emergency landing Sunday morning near the Madera Fairgrounds.
The man flying from Arizon planned to refuel in Madera but reported the engine sputtered and forced him to land.
He chose an unpopulated area along the Fresno River but the soft ground forced the plane to flip onto its roof.
Sgt. Johnny Smith with the Madera Police Department said, "It was very good decision making to land there, and I thought it was a very good job of landing the plane without him getting majorly injured."
The pilot was not seriously hurt.
It's unknown if the plane ran out of gas or had mechanical problems.
Story and video: http://www.cbs47.tv
http://registry.faa.gov/N6346S
http://flightaware.com/live/flight/N6346S
IDENTIFICATION
Regis#: 6346S Make/Model: C150 Description:
Date: 08/26/2012 Time: 1750
Event Type: Accident Highest Injury: Minor Mid Air: N Missing: N
Damage: Substantial
LOCATION
City: MADERA State: CA Country: US
DESCRIPTION
AIRCRAFT FORCE LANDED ON A DRY RIVER BED AND FLIPPED OVER, NEAR MADERA, CA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 1 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Landing Operation: OTHER
FAA FSDO: FRESNO, CA (WP17) Entry date: 08/27/2012
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